Passenger moving apparatus



Nov. 26, 1968 R. E BROGGIE ET AL 3,412,690

PAS SENGER MOVING APPARATUS 5 Sheets-Sheet 1 Filed May 22, 1967 INVENTOR. LELAND J. ADAMS ROGER E. BROGGlE ROBERT H. GURR av F'LLWIDER. RATToN. RIEBER,LEE 2. UTECHT ATTORNEYS NOV. 26, 1968 E BROGGE ET AL 3,412,690

PASSENGER MOVING APPARATUS Filed. May 22, 1967 5 Sheets-Sheet 2 INVENTOR. LELAND J ADAMS ROGER E. BROGGIE ROBERT H. GURR BY FULWIDER, FATTON,

RIEBER, LEE 8. UTECHT ATTORNEYS Nov. 26, 1968 R. E. BROGGIE ET 3,412,590

PASSENGER MOVING APPARATUS Filed May 22, 1967 5 Sheets-Sheet 5 R ER v w G i I N 3 H is I F QS j Q T LL 0 1 &\ n

Q \E; S{\ 3 :v\/\/ I v :J 4 2 I Q LELAND J. ADAMS ROGER E. BROGGIE ROBERT H. GURR BY FULWIDER, PATTON.

R|EBER.- LEE 8. UTECHT ATTORNEYS NOV. 26, 1968 BRQGGIE ET AL 3,412,690,

PAS S ENGER MOV ING APPARATUS Filed May 22, 1967 5 sheets-Sheet 4 Q g T 0 ll U 1- n g Q5 LELAND J 25%5 ROGER E.BROGGIE LL ERT H. GUR

BY ROB R ATTORNEYS Nov. 26, 1968 R. E. BROGGIE ET AL 3,412,690

PASSENGER MOVING APPARATUS 5 Sheets-Sheet 5 INVENTORS. LELAND J- ADAMS ROGER E. BROGG|E ROBERT H. GURR J 62%, M qjibmw W ATTORNEYS Filed May 22 United States Patent 3,412,690 PASSENGER MOVING APPARATUS Roger E. Broggie, Burbank, and Robert H. Gurr, Costa Mesa, Calif., assignors to WED Enterprises, Inc., Glendale, Calif., a corporation of California Continuation-impart of application Ser. No. 510,335, Nov. 29, 1965, which is a division of application Ser. No. 270,592, Apr. 4, 1963, Patent No. 3,249,065. This application May 22, 1967, Ser. No. 657,434

7 Claims. (Cl. 104-168) ABSTRACT OF THE DISCLOSURE A passenger-carrying car or train of cars that is moved along a track. The car or cars are self-steered by a steering mechanism interposed between the car wheels and a steering surface coextensive with the track. Propulsion is afforded by a plurality of propulsion units spaced along the track and including a vertically extending motor-driven drive wheel that engages a platen secured to the underside of the car. The spacing of the drive wheels is such that the platen is always simultaneously engaged with a plurality of drive wheels to thereby afford a smooth jerkfree ride.

CROSS-REFERENCES TO RELATED APPLICATIONS This is a continuation-in-part of patent application Ser. No. 510,335, filed Nov. 29, 1965, now abandoned, which application was in turn a division of patent application Ser. No. 270,592, filed Apr. 4, 1963, now Patent No. 3,249,065.

BACKGROUND OF THE INVENTION (1) Field of the inventi0n.The present invention relates to passenger moving apparatus and more particularly to a novel arrangement of car drive means and track affording a smooth jerk-free ride to the passengers together with automatic steering of the cars.

(2) Description of the prior art.Various arrangements of passenger moving cars with self-steering and utilizing propulsion means spaced along the track have heretofore been proposed. None of these arrangements, however, have provided a smooth, jerk-free ride for the passengers combined with foolproof self-steering of the cars. Some of the patents known to applicants directed to this concept are: Patent No. 325,386, Bliven, Sept. 1, 1885; Patent No. 909,953, Smith, Jan. 19, 1909; Patent No. 1,633,204, Bartlett, June 21, 1927; Patent No. 2,954,744, Bonner, Oct. 4, 1960; and Patent No. 3,114,332, Bacon et al., Dec. 17, 1963.

SUMMARY OF THE INVENTION The apparatus described in our Patent No. 3,249,065 is particularly adapted for transporting and guiding unpowered vehicles along a fixed track in predetermined spaced relationship, and has broad application to the proper spacing of a moving plurality of cars, whether such articles be self-propelled or externally driven. The invention set forth in this application is concerned with the steering and propulsion of a passenger-carrying car or train of cars.

In one appliaction for the steering and propulsion apparatus of the present invention a plurality of passenger carrying cars simulating automobiles are accommodated on a closed track having a perimeter in excess of 2,000 feet. The automobiles are driverless, and are automatically and continuousy moved along a track, up moderate grades, around curves, and past a loading and unloading station where the passengers enter and leave the moving vehicles by means of a moving sidewalk. In another appli 3,412,690 Patented Nov. 26, 1968 cation of the present invention, a plurality of trains of passenger-carrying cars are employed to transport persons from one location to another, as for example from one part of a community to another, or from an airport terminal to a parking lot and/ or aircraft. It will be apparent that in each such application of the present invention, it is essential that the passengers be provided a smooth and jerk-free ride, rather than a rough unsettling ride provided by previously-known apparatus of this type. It is therefore a major object of the present invention to provide a passenger-carrying apparatus which will afford a smooth ride.

The embodiments of the present invention disclosed herein utilize a passenger-carrying car or train of cars, with each of such cars being propelled along a track by the frictional engagement between an elongated platen which is secured to the underside of the cars and a plurality of rotating drive wheels protruding above the track, the platen serving as a bearing surface for the drive wheels. Each drive wheel forms part of a separate propulsion unit located within a trench of the track and including a drive motor and a gear reduction box. The plurality of propulsion units are regularly spaced along the complete length of the track and the length of the platen and the spacing of the drive wheels is so chosen that the platen is always simultaneously engaged with a plurality of the drive wheels. It is this arrangement which insures a smooth, jerk-free ride for the passengers.

Another object of the present invention is the provision of passenger-carrying apparatus of the aforedescribed character for propelling a car or train of cars along a track by virtue of engagement between the system propulsion units rubber-tired driv wheels and the vehicle platens, and wherein such engagement is cushioned and smoothed by a pivotable resilient mounting of the propulsion units relative to the track.

A further object of the present invention is the provision of passenger-carrying apparatus of the aforedescribed character wherein each car is smoothly and accurately guided by engagement of its wheels with a portion of the track, with such arrangement affording a smooth ride of the cars even around curves.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagrammatic view of a means for establishing a predetermined spaced relationship between individual cars in accordance with the present invention, only a portion of the track being illustrated in phantom outline;

FIG. 2 is an elevational cross-sectional view illustrating a propulsion unit in a trench associated with the track, the drive wheel of the propulsion unit being in engagement with a platen attached to the underside of the automobile;

FIG. 3 is a side elevational view of the structure of FIG. 2, a portion thereof being illustrated in cross-section;

FIG. 4 is a detail view in side elevation of the guide means secured to the automobile for ste ring the same along the track;

FIG. 5 is a plan view of the guide means of FIG. 4;

FIG. 6 is a detail side elevational view of one of the propulsion units and the adjacent track structure;

FIG. 7 is a side elevational view, partially in crosssection, illustrating a slightly different form of v hicle traveling upon parallel rails adjacent the track;

FIG. 8 is an elevational view of the arrangement of FIG. 7;

FIG. 9 is a front elevational view, partially in crosssection, of the arrangement illustrated in FIG. 7;

FIG. 10 is a diagrammatic representation of a section of the track, particularly illustrating the arrangement of drive motors operating at different speeds and separated by an intermediate section of drive motors whose speeds are stepped;

FIG. 11 is a top plan view of an embodiment of the present invention utilizing a train of cars rather than a single passenger-carrying car;

FIG. 12 is a broken side view corresponding to the top plan view of FIG. 11;

FIG. 13 is a top plan view showing said train of cars rounding a curve in the track; and

FIG. 14 is a vertical sectional view taken along line 14-14 of FIG. 11.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings there is shown in FIGS. 1 through a passenger moving apparatus embodying the present invention utilizing a plurality of unconnected individual cars. In the example disclosed in FIGS. 1 through 10, the passenger-carrying cars simulate automobiles. Referring particularly to FIG. 1, there is illustrated means 10 for establishing a predetermined spaced relationship between individual cars, a pair of such cars being indicated at 12-12 in phantom outline. As noted hereinabove, these cars simulate automobiles and each car 12 is propelled around a track 14 by propulsion m ans constituted by a plurality of propulsion units 16 located Within an elongated trench 18, FIG. 2, which extends coextensive with the track 14.

Each car or automobile 12 is conventional in form, including the usual four wheels, body, and chassis, but if desired for reasons of ease of propulsion and prevention of manual braking by passengers, each car 12 may be stripped of its usual manual brakes. In addition, the steering gear thereof is preferably disconnected to render the steering wheel inoperative. Thus, each automobile 12 is in outward appearance the same as any automobile just oi? the assembly line.

The purpose of the present means 10 is to propel each automobile 12 along the track 14 to carry assengers therein through an exhibit area, for example, while yet relieving the passengers of any responsibility for the operation of the automobile 12. For brevity, only a pair of automobiles 12 are illustrated, but it will be understood that a great plurality of such automobiles 12 are propelled simultaneously along the track 14, sometimes one right behind the other, completely filling the track 14, and sometimes in groups separated by four, five or more car lengths.

Depending upon the length of the track 14, a number of respacing zones 20 may be provided, but only one such zone 20 is illustrated in FIG. 1 for brevity. The propulsion unit 16 in the respacing zone 20 are variable in speed to speed up or slow down the automobile 12 with which they are in engagement, and are herein referred to as respacing propulsion units. There are approximately seven such respacing propulsion units 16 in each respacing zone 20 so that at least three units will always be in driving engagement with the automobile 12, however, it will be apparent that the number and spacing of such propulsion units 16 may be varied as desired, or as required by the particular application.

Each propulsion unit 16 in the respacing zone 20 is under the control of a control means 22 which is in electrical circuit with a correction means 24, the correction means 24 in turn being in electrical circuit with the propulsion units 16 to speed up or slow down the units 16 in accordance with the dictates of the control means 22, as more particularly described in my copending patent application.

The control means 22 includes three switches or sensors constituted by a leading switch 26, an interval switch 28, and a following switch 30. The sequence of actuation of the switches 26 and is translated by the control means 22 into signals which actuate the correction means 24 to supply an increase or decrease in the speed of the propulsion units 16, while the interval switch 28 renders the control means 22, in effect, inoperative to actuate the correction means 24 in the event that the following switch 30 is not actuated for a considerable time interval. That is, where a number of the automobiles 12 pass seriatum past the switches 26 and 30, closely adjacent each other, and are thereafter followed at a considerable distance by another group of the automobiles 12, the non-actuation of the interval switch 28 during the prolonged time interval between the groups of automobiles causes inactivation of the control means 22. This prevents the leading automobile 12 of the following group of automobiles 12 from being immediately speeded up upon coming into the respacing zone 20. However, as soon as such leading automobile actuates the interval switch 28, the automobile behind it will be speeded up or slowed down, depending upon its spacing from the leading automobile, as sensed by the switches 26 and 30.

Thus, the leading automobile 21 is the reference automobile and the automobile 21 following is speeded up or slowed down to provide correct spacing. Thereafter, the following automobile becomes the leading or reference automobile for the automobile following it. If the leading automobile 12 actuates or trips the leading switch 26 to actuation of the following switch 30 by the following automobile 12, the following automobile 12 is too far behind and is speeded up under the dictates of the control means 22. However, if the following automobile 12 trips the following switch 30 prior to actuation of the leading switch 26 by the leading automobile 12, the following automobile is too close and is subsequently slowed in accordance with the dictates of the control means 22.

Propulsion unit The propulsion units 16 are located in the motor trench 18, and are spaced apart about the periphery of the truck 14. Each propulsion unit 16 includes a supporting framework having two pairs of longitudinally spaced-apart angle brackets 32, the brackets 32 of each pair being secured to opposite sides of the motor trench 18 in confronting relationship, as best illustrated in FIGS. 2 and 6. The horizontal legs of these brackets 32 support a pair of elongated, longitudinally spaced-apart, tranverse angles 34 and 36 which are secured in position by usual nut and bolt assemblies 38.

Each propulsion unit framework also includes a platform 40 having a pair of longitudinally extending structural channels 42, one of which is illustrated in FIG. 6, which are transversely spaced-apart to provide room for rotation of a rubber tired drive wheel 44 in a vertical plane between the channels 42. The forward or downtrack extremities of the channels 42 are secured to a transverse structural angle 46 and the opposite extremities of the channels 42 are rigidly secured to a transverse plate 48 to which is afiixed an elongated transversely extending bar 50, thereby forming a rectangular frame. The bar 50 is secured to the angle 36 by a plurality of transversely spaced-apart flexible bolt mountings 52 made of resilient material such as neoprene rubber, the mountings 52 in turn being secured to the bar 50 by a corresponding plurality of nut and bolt assemblies 54. Resilient bolt mountings such as the mountings 52 are well known in the art for providing a resilient but secure support between adjacent members to prevent shock. However, the mountings 52 could take the form of a resilient metal or plastic hinge, if desired.

In the present instance the mountings 52 resiliently support the platform 40 for limited pivotal movement thereof relative to the channel 36 which, as previously indicated, is fixed to the track walls by the angles 32.

The horizontally oriented legs of the confronting angles 34 and 36 are disposed in confronting relationship, and are spaced apart by a pair of resilient balls 56, made of rubber or the like, which are held in position by a pair of longitudinally arranged stub angles 58 welded to the angle 34 and a pair of stub angles 60 welded to the angle 46. A metal coil spring, hydraulic or pneumatic cylinder, or any similar resilient means could be used in place of the balls 56, if desired.

The angles 58 and 60 are offset relative to each other to bear against opposite sides of the balls 56 to prevent transverse movement thereof, the transverse angles 34 and 46 preventing movement of the balls 56 in a longitudinal direction.

With this arrangement, the platform 40 is pivotable about the resilient bolt mountings 52, and the balls 56 are compressed to resiliently accommodate such movement. This yieldability of the platform 40, particularly to downward forces, permits a firm, resilient engagement between the associated drive wheel 44 and the automobile 12. In contrast, an inflexible engagement is undesirable in that irregularities in the automobile surface engaged by the various drive wheels 44 would prevent simultaneous engagement of the automobile 12 by all of the drive wheels 44 in position for such engagement. Moreover, a resilient arrangement substantially prevents any jolting engagement of the automobile 12 by the drive wheels 44 so that the passengers have no awareness of the means by which their automobile is being driven, and move about the track in quiet comfort. Such distraction-free propulsion of the automobiles 12 is an important and salient feature of the present invention to permit the passengers to give their undivided attention to the exhibit areas through which they are traveling, as well as the quality and attractiveness of the automobile itself.

Each platform 40 rigidly mounts an electric drive motor 62 atop the upper surfaces of a pair of longitudinal channels 42 for driving a gear reduction unit 70, the drive motor 62 and the unit 70 being connected by a drive pully 64 mounted to the motor 62, a pulley 66 mounted to the I unit 7 0, and a drive belt 68 connected between the pulleys 64 and 66. The pulley 66 is of a larger diameter than the pulley 64 to provide some speed reduction, but the main speed reduction takes place in the gear reduction unit 70, whose output is transmitted to the drive wheel 44 by a shaft 72. The drive wheel 44 is supported for rotation by a pair of pillows or bearing blocks 72 which are rigidly bolted to the longitudinal channel 42 in spaced apart relationship.

A turnbuckle rod 74 is rigidly secured at its forward extremity to the housing of the gear reduction unit 70, and secured at its opposite end to the transverse plate 48 by means of a mounting tab 76 welded to the transverse plate 48.

Platen Each automobile 12 mounts an elongated platen 78, which may be made of any suitable material such as plywood or a sandwich arrangement of thin structural aluminum of the like, secured by any suitable means to the underside of the automobile chassis. The platen 78 is approximately 12 feet in length to accommodate engagement thereof by at least three propulsion units 16, but it will be apparent that the particular size of the platen 78 is not critical so long as effective driving engagement is provided between the automobile 12 and the drive wheels 14.

Each platen 78 extends longitudinally between the automobile wheels 80, and is cut away at its forward extremity, as at 82, to provide space for movement of the steering means for the automobile 12, as will be described. In addition, the forward and rearward extremities of the platen 78 are preferably inclined slightly upwardly from a horizontal place to enable gradual engagement and disengagement thereof with the drive wheels 44. More particularly, upon engagement between the toe or upwardly curved forward extremity of the platen 78 and the periphery of the adjacent drive wheel 44, the drive wheel 44 is urged downwardly under the weight of the automobile 12, deforming the resilient mountings 50 and balls 56 and thereby effecting a resilient and gradually more direct association which continues throughout the interval of passage of the platen 78 past the drive wheels 44. Disengagement therebetween is equally gradual because of the relative divergence between the rearward extremity of the platen 78 and the associated drive wheel 44.

The smoothness of engagement between the automobile 12 and the propulsion units 16 provides a distraction-free ride which is in sharp contrast to the jolting and jerky propulsion effected by prior art systems such as the well known continuous chain or continuous link mechanisms. Heretofore, the propulsion of unpowered vehicles through display areas and the like has been accompanied by distracting bumps and relatively sudden accelerations and decelerations such that the passengers were uncomfortably aware of the presence of some laboring artificial mechanism, and thus destroying their impressions of easy transition from one exhibit area to another. This defect was particularly obvious where changes in track direction occurred. In this regard it is noted that the longitudinal axis of the platens 78 and the vertical plane of rotation of the various drive wheels 44 need not be exactly aligned for smooth propulsion. Along straight stretches of the track 14 there is exact alignment, but at turns in the track 14 the drive wheels 44 engage the platen 78 at an angle, and only a sector of the propulsive force is effective to drive the wheels 44. However, the impositive nature of the engagement between the wheels 44 and the platen 78 allows a desirable relative sideways tilting movement of the wheels 44 provided by the resilient mounting so that undesirable jerkiness, wheel sideslip and the like are completely eliminated.

Steering apparatus A steering apparatus 84, as best illustarted in FIGS. 2, 4 and 5, is rigidly mounted to a transverse chassis section 86 of the automobile chassis adjacent the front wheels thereof, and is engageable with an elongated channel 90 of the track 14 to guide the automobile 12 along the track 14. The channel 90 is formed by a pair of channel sections 92 which are maintained in a predetermined spaced-apart relationship by a baseplate 94 to which their lower portions are fastened. The baseplate 94 is secured atop a longitudinally extending support member 96 disposed within the motor trench 18, which member 96 also affords a mounting surface for the adjacent angle brackets 32 of the propulsion unit 16.

The upper portions of the channel sections 92 extend toward each other to define a throat section which is narrower than the channel 90 formed by the vertical portions of the channel sections 92, and a rotatable roller 98 of the steering apparatus is disposed within the channel 90 for rotation in a horizontal plane. The roller 98 cannot be separated from the channel 90 because of the narrower throat section formed between the upper extremities of the channel sections 92, but disengagement sections are provided at intervals along the channel 90 to permit separation when desired. Such disengagement sections (not shown) are provided by cutting away the upper extremities of the confronting channel section 92 to provide a space sufliciently great to permit the roller 98 to be upwardly withdrawn therefrom.

The roller 98 rotates whenever it is in engagement with one or the other of the adjacent vertical walls ofthe channel sections 92, and is rotatably carried at the lower end of an elongated vertically disposed steering pin 100 rigidly secured at its upper extremity to the forward end of an elongated articulated linkage 102. The linkage 102 is pivotable about a vertical axis in response to side movements of the steering pin 100 and includes an opening at its forward extremity for receiving the upper end of the steering pin 100, being bifurcated adjacent the opening and provided with a bolt 104 threaded through the adjacent portions of the bifurcation to urge such portions together for firmly holding the steering pin 100 in position.

The linkage 102 is constituted by a forward link 106 and a rearward link 108 which are pivotable relative to each other about a hinge pin 110. The adjacent extremities of the links 106 and 108 are characterized by a hinge knuckle arrangement pivotally secured toegther by the hinge pin 110, the adjacent extremities of the links 106 and 108 being vertical except for the upper forward edge of the rearward link 108. This edge is arcuate or curved to permit upward pivotal movement of the link 106 relative to the link 108. However, downward pivotal movement of the link 106 out of the plane of the link 108 is prevented by engagement between the adjacent straight lower vertical portions of the links 106 and 108. Thus, the link 106 is upwardly pivotable to accommodate slight irregularities in the channel 90 during forward travel of the automobile 12, and is also upwardly pivotable out of the channel 90, at one of the previously described track disengagement sections, to effect disengagement between the channel 90 and the steering pin 100 when the automobile 12 is to be moved off the track 14.

The rearward link 108 of the steering apparatus is supported for pivotal movement about a vertical axis by a vertically disposed stub shaft 112 which is rigidly secured to a horizontally oriented mounting plate 114 which is fastened to the underside of the transverse chassis section 86 of the automobile 12. With this arrangement, sideways movement of the roller 98 as it travels along the channel 90 is translated into a partial rotation of the rearward link 108 about the stub shaft 112.

The pivotal motion of the link 108 is imparted to the automobile 12 by an elongated, transversely oriented connecting link 116 which is pivotally connected at its extremities, respectively, to the rearward extremity of the rearward link 108 and to a vertically disposed tie member 118 whose upper extremity is welded to an elongated transversely disposed intermediate link 120.

The opposite extremities of the intermediate link 120 are pivotally secured to a pair of elongated side links 122 and 124 whose opposite extremities are secured in any suitable fashion (not shown) to the usual steering arms which are connected to the automobile front wheels 80. Such usual steering arms are the same steering arms to which the conventional steering mechanism of an automobile is connected to cause the automobile wheels 80 to follow the curvature of the track 14.

An elongated stabilizing link 126 is pivotally connected at its rearward extremity to a depending portion 128 of the member 118, and is pivotally connected at its forward extremity to the mounting plate 114 by a stud-nut assembly 130. With this arrangement, the mounting plate 114, the links 108 and 126, and the intermediate link 116 constitute the sides of a parallelogram, with the stabilizing link 126 preventing undesirable longitudinal deflection of the transverse linkage constituted by the intermediate link 120 and the side links 122 and 124.

Pivotal movement of the linkage 102 and the associated steering pin 100 relative to the adjacent platen 78 of the automobile 12 is permitted by the provision of cutout section 82 in the forward extremity of the platen 78. Thus, the steering apparatus just described is adapted to smoothly guide the automobile 12 over the predetermined course of the track 14, while yet accomodating any slight irregularies existing in the channel 90, as well as accommodating the usual vertical springing action of the automobile wheels 80. An alternate arrangement is to eliminate the links 116 and 126 and instead employ a side link connected directly from the rear of the link 108 to the conventional steering linkage of the automobile.

Steering apparatusAnther embodiment In certain applications it is desirable to provide for steering of the rear wheels of a four-wheeled vehicle, as well as the steering of the two front wheels, and a vehicle or car 134, steered in this manner is illustrated in FIGS. 7 and 8 together with the associated apparatus for effecting such steering. More particularly, an elongated platen 136 is secured to the underside of the chassis of the car 134 for engagement with the wheels 44 of the propulsion units 16 for driving the car 134 along the track 14.

The steering mechanism is constituted by identical forward and rearward steering portions 138 and 140, respectively, which are each constituted by an elongated transverse axle 142 fixed to the car chassis (not shown) in any suitable fashion. The opposite ends of each of the axles 142 pivotally mount a pair of wheel assemblies or mounts 144 which each includes a laterally extending arm 146 for rotatably mounting a support wheel 148, and also includes a pair of oppositely extending, longitudinally oriented arms 150 which each mount a guide wheel 152. The arms 150 are arranged substantially parallel with a pair of elongated, spaced-apart rails 154 extending along the track 14, the rails being secured to the track 14 by any suitable means, such as by a plurality of vertical members 156 schematically shown in FIG. 7.

The pair of rails 154 are coextensive with the track 14, following each conformation thereof, and the four support wheels 148 of the car 134 ride upon these rails to support the car 134 above ground level. The wheels 143 are steered along the rails 154 by the guide wheels 152 which ride along the inner peripheries of the pair of rails 154 and pivot the wheel mounts 144 in conformity with the curvature of the rails 154. That is, pivotal movement of the arms 150 of the wheels 152 about the extremities of the axles 142 is transmitted to the arms 146 supporting the wheels 148 to pivot the wheels 148 and thereby steer the car 134 at both its forward and rearward ends. Each of the wheel mounts 144 also includes a depending shoe 158, as best seen in FIG. 9, which extends beneath the rails 154 to prevent the car 134 from moving upwardly and jumping the rails 154.

Respacing apparatus The apparatus for respacing the vehicles is particularly described in my copending patent application and will therefore be described generally and only to the extent necessary for an understanding of its cooperation with the present propulsion and steering apparatus.

Referring to FIG. 1 a respacing apparatus is located in each respacing zone 20 and includes the previously indicated control means 22, the correction means 24, and the switches 26, 28 and 30, which are connected by suitable leads to the control means 22. Each respacing apparatus also includes a pair of usual and conventional holding coils 162 and 164 which are in electrical circuit with the control means 22 and which are alternately energizable by the control means 22 to close, respectively, a pair of relays 166 and 168.

Energization of coil 162 is operative to power the respacing propulsion units 16 with cycle alternating current to increase their speed of rotation, while energization of coil 164 is operative to drive the propulsion units 16 with 30 cycle alternating current to decrease their speed of rotation. Thus, the control means 22 is effective to energize one or the other of the coils 162 and 164, in accordance with the sequence of operation of the leading switch 26 and the following switch 30, to thereby alter the speed of the respacing propulsion units 16.

The 30 cycle alternating current is provided by a fourpole wound rotor motor 226, and the 90 cycle alternating current is provided by a four-pole wound rotor motor 230. The motor 226 is forwardly rotated and the motor 230 is reversely rotated by any suitable drive motor, such as an induction motor 238 mechanically connected to the motors 226 and 230. With this arrangement, the one motor-generator set, constituted by the motors 226, 238 and 230, is adapted to provide power to each of the respacing apparatuses utilized in the present means 10 for establishing the predetermined spaced relationship between the individual automobiles l2.

9 Control means The control means 22 for selectively energizing one or the other of the coils 162 and 164, in response to the sequence of operation of the leading switch 26 and the following switch 30, is also discussed in detail in my copending patent application and will therefore be mentioned only generally, and with reference to its cooperation with the steering and propulsion apparatus.

The control means 22 derives its power from any suitable source of 115 volt, 60 cycle alternating current and applies power to the correction means 24 when the interval switch 28 is in its closed or actuated position. However, the switch 28 is normally open and is moved to its closed position only when an automobile 12 engages the switch 28. For this purpose, the switches 26, 28 and 30 are disposed in the respacing zone 20 adjacent the channel 90 for actuation by the steering pi-n 100 as the automobile 12 travels down the track 14 through the respacing zone 20. The leading switch 26 is located so that the lead-ing automobile 12 actuates it just after the automobile 12 leaves the respacing zone 20. The following switch 30 is located one car length within the respacing zone 20 so that the following automobile 12 trips it just after it has completely entered the respacing zone 20, the switches being spaced apart approximately 27 feet, with the interval switch 28 about 7 feet forward of the following switch 30. These distances are merely exemplary, being those adapted for use in spacing apart automobiles 12 approximately 9 seconds apart when the automobiles are moving at a rate of 3 feet per second, that is, approximately 27 feet apart. The leading switch 26 is approximately one car length beyond the respacing zone 20, the respacing zone itself being approximately 27 feet long. In this regard it should be noted that the particular form of switch is not critical, and switches 26, 28 and 30 may be usual microswitches, as described, or photoelectrically operated types, or magnetically operated types, or any other type switch for sensing the presence of the automobile 12, as desired.

Assuming a group of automobiles 12 are approaching the respacing zone 20, the leading automobile 12 actuates the following switch 30 with no effect on the control means 22 when the interval switch 28 is in its normally open position. However, as the leading automobile 12 proceeds through the respacing zone 20, the interval switch 28 is engaged and moved to its closed position for actuation of either the coil 162 or the coil 164.

Following automobile too far behind Assuming that the leading automobile 12 actuates the leading switch 26 to a closed position prior to actuation of the following switch 30 by the following automobile 12, it will be apparent that the following automobile is moving too slowly, that is, located at too great an interval from the leading automobile, and therefore must be speeded up. Accordingly, upon actuation of the leading switch 26 to its closed postion the 90 cycle coil 162 is energized for operation of the respacing propulsion units 16 on 90 cycle power for a period of time dependent upon when the normally open following switch 30 is actuated to closed position by the following automobile 12.

The following automobile 12 then engages the interval switch 28 to ready the system for another corrective cycle of operation. The longer the time interval between actuation of the switch 26 by the leading automobile and actuation of the switch 30 by the following automobile, the longer the 90 cycle alternating current is applied to the respacing propulsion units 16 to speed up the following automobile.

Operation of the control means 22 is essentially similar when the following switch 30 is actuated by the following automobile 12 prior to actuation of the leading switch 26 by the leading automobile 12, indicating that the following automobile 12 is too close to the leading automobile and must be slowed. A brief description of this operation follows.

Following automobile too far ahead The interval switch 28 is first opened by engagement with the leading automobile 12 to ready the circuit. Next, the following switch 30 is actuated by the following automobile 12 prior to actuation of the leading switch 26 by the leading automobile 12. The control means 22 then determines the interval between such actuation of the switch 30 by the following automobile and the subsequent actuation of the switch 26 by the leading automobile.

Energization of the 30 cycle hold-in coil 164 is operative to apply 30 cycle alternating current to the respacing propulsion units 16 to slow the automobile 12 in the respacing zone 20.

Automobiles properly spaced If the automobiles 12 are properly spaced apart, it will be apparent that the leading automobile 12 will actuate the leading switch 26 simultaneously with actuation of the following switch 39 by the following automobile 12. When this occurs, neither of the hold-in coils 162 or 164 is energized and consequently no speeding up or slowing down of the automobile 12 in the respacing zone 20 will occur.

An alternate control system is also described in detail in our copending patent application, but such description is omitted for brevity here, particularly in that the alternate system operates the present steering and propulsion apparatus in substantially the same manner as the control system just summarized.

In the utilization of the present system it will be apparent that the employment of 30 cycle and 90 cycle current to effect the corrective slowing and speeding up of the automobiles 12 is not critical, and if it is desired to further reduce the effect on the passengers of any corrective speed adjustment, the corrective current could be any other lower or higher cycle, such as 20 cycle and cycle current.

When the present system is shut down, the automobiles 12 are braked so as to maintain their relative positions upon the track 14 by any suitable means, such as by a conventional Prony brake arrangement (not shown), the straps of the brakes being arranged for frictional engagement adjacent the tired drive wheels 44 of propulsion units 16. The braking system is preferably automatically actuated whenever the electrical power to the present means 10 is shut off. In addition, there is preferably employed in each automobile 12 a hill holding feature, as is well known in the art, to keep the automobile 12 from coasting backwardly on upgrades. Such a hill holding apparatus aids the braking effect of the air brakes associated with the automobiles 12.

FIG. 10 is a diagrammatic representation of a section of track 14, and is exemplary of an arrangement by which each of the automobiles 12 are speeded or slowed a predetermined amount, the particular showing being one in which the automobiles 12 are accelerated from a lower to a higher speed. More particularly, the section of track 14 illustrated includes a slow speed track zone 450, a high speed track zone 452, and an intermediate speed gradient zone 454. The track zones 450 and 452 each include a great plurality of propulsion units 16, such as for example 50 units 16 in each of the zones, it being note-d that in FIG. 10 only the drive wheels 44 of the units 16 are illustrated for simplicity.

Assuming that the drive wheels 44 of the slow speed track zone 450 are adjusted to drive the automobiles 12 thereover at a speed of approximately 3 feet per second, and the drive wheels 44 of the high speed track zone 452 adjusted to drive the automobiles 12 at a rate of 6 feet per second, it is desired to accelerate the automobiles 12 across the speed gradient zone 454 in a smooth and gradual manner to minimize the sensation of speed increase for passengers in the automobiles 12.

Accordingly, the speed gradient zone 454 is provided with a plurality of the propulsion units 16, with perhaps 20 of such units 16 being utilized between the slow and high speed zones 450 and 452. Each of the propulsion units 16 in the speed gradient zone 454 is driven so as to rotate their associated drive wheel 44 at different speeds, the speeds of the drive wheels 44 increasing from the slow speed track zone 450 to the high speed track zone 452 in increments of of the speed difference between the zones 450 and 452.

Each of the electric drive motors 62 utilized in the propulsion units 16 in the present means is preferably a four pole induction motor of the squirrel-cage type rotating at approximately 1750 rpm. The rotational speed of the drive wheels 44 is determined by the gear reduction unit 70 associated with the drive motor 62, as previously described, and the units 70 throughout the speed gradient zone 454 are operative, through appropriate gearing, to provide the desired 5% speed increase from one drive wheel to the next, as will be obvious to those skilled in the art. Other non-synchronous motors could be utilized, but the induction motor 62 are preferred because they are relatively inexpensive, which is important to the present application because of the comparatively large number of motors utilized.

As is well known, induction motors characteristically rotate at a relatively constant rate, but momentarily slow when they are loaded down, as by engagement of their associated drive wheel 44 by an automobile 12. Thus, it is an important feature of the present invention that the induction motors utilized for the propulsion units 16 are adapted to gradually accelerate or decelerate the automobile 12 in engagement with the drive wheels 44, not only by reason of the differential rates of rotation of the drive wheels 44 throughout the speed gradient zone 454, but also by reason of the inherent ability of each of the drive motor 62 to individually adjust its rate or rotation as the drive wheel 44 thereof engages the automobile 12.

The utilization of non-synchronous motors which have a capacity to speed up or slow down under load, that is, adjust their rpm. to the load, provides important advantages over the types of prime movers found in prior art conveyor systems. More particularly, in previous conveyor systems great care was exercised to provide an effective slippage means or device between the conveyor prime mover and the articles being conveyed so that discrepancies between the relative speeds of the conveyor and the articles to be conveyed could be taken up or smoothed out by the slippage device. For example, fluid couplings are often used between the prime mover and the conveyor elements for this purpose. In contrast, the

present utilization of non-synchronous motors completely obviates any necessity for employing slippage devices, since the motors themselves are both the prime movers and the slippage devices. The motors are inherently capable of adjusting their speeds to compensate for discrepancies between the relative speeds of the wheels 44 and the automobiles 12 being conveyed. In addition, since the plurality of non-synchronous drive motors is each independently operative to rotate its associated drive wheel 44, the overall system has the further advantage of being operable even in the event that one of the motors should fail.

Referring now to FIGS. 11 through 14, there is shown a form of the present invention wherein a train of passenger-carrying cars is employed rather than a single passenger-carrying car. Each car 300 is identical and includes a body provided with a plurality of seats (not shown). The body 302 is supported upon a chassis, generally designated 304, of conventional rigid construction. An elongated platen 306 is secured to the underside of the chassis 304, such platen being similar to that described hereinbefore in connection with FIGS. 1 through 10. The platen 306 engages the wheels 44' of a plurality of propulsion units 16. The propulsion units 16' are identical to the propulsion units 16 described hereinbefore The steering mechanism utilized by the cars 300 includes identical forward and rearward steering portions each constituted by an elongated transverse axle 308 fixed to the car chassis 304 in a suitable fashion. The opposite ends of each of the axles 308 pivotally mount a pair of wheel assemblies 310 of like construction, with each of said wheel assemblies 144 including a laterally extending arm 312 for rotatably mounting a vertical support wheel 314. The wheel assemblies 144 also include a pair of oppositely extending longitudinally oriented arms 316 which each rotatably mount a horizontal guide wheel 318, all as shown particularly in FIG. 11. The arms 316 are arranged substantially parallel with a pair of elongated, spaced-apart rails 320 extending along the track 14', the rails being secured to the track by any suitable means.

The pair of rails 320 are coextensive with the track 14', following each conformation thereof, and the four support wheels 314 ride upon these rails to support the cars 300 above ground level. The wheels 314 are steered along the rails 320 by the guide wheels 318 which ride along the inner peripheries of the rails 320 and pivot the wheel mounts 310 in conformity with the curvature of the rails, that is, pivotal movement of the arms 316 of the wheels 318 about the extremities of the axles 308 is transmitted to the arms 312 supporting the wheels 314 to pivot the latter and thereby steer the car 300 at both its forward and rearward ends. A tie rod 324 may be utilized to secure the inner ends of the arms 316 together to thereby afford a more rigid construction.

The individual cars 300 are secured together by a conventional releasable coupling means 330, such coupling means affording a pivotal connection between the front and rear ends of proximate cars 300.

From the foregoing description it will be apparent that there has been provided an arrangement for imparting a smooth ride to a single passenger-carrying car or to a train of such cars. Such cars will be individually selfsteered with either solely the front end of the. cars being steered or alternatively both the front and the rear wheels of each car being steered. The propulsion units described hereinbefore have a desired gradual engagement and disengagement with each car so as to minimize and substantially eliminate any shock or discomfort to the car passengers.

. We claim:

1. Passenger moving apparatus, comprising:

a track;

a passenger-carrying car movable along said track;

steerable wheel means on said car that ride upon said track;

steering surface means coextensive with said track;

a steering mechanism interposed between said wheel means and said steering surface means for automatically steering said car along said track;

an elongated platen secured to the underside of said car between said wheel means;

and a plurality of propulsion units spaced along said track, each of said units including a supporting framework resiliently mounted between said wheel means for concurrent downward and tilting movement sidewardly in either direction relative to said track, a vertically extending drive wheel rotatably carried by said framework, and a motor that rotates said drive wheel also carried by said framework, with the length of said platen and the spacing of said drive wheels being such that said platen is always simultaneously engaged with a plurality of said drive wheels whereby passengers are afforded a smooth, jerk-free ride along said track.

2. Passenger moving apparatus as set forth in claim 1 wherein the forward and rearward extremities of said platen are inclined upwardly from a horizontal plane to enable gradual engagement and disengagement of said extremities with said drive wheels.

3. Passenger moving apparatus as set forth in claim 1 wherein said track is defined by a pair of spaced-apart rails, and said steering mechanism includes a pair of guide wheels coupled to each of said steerable wheel means for rotation in a horizontal plane, one of said pair of guide wheels being located forwardly of its associated steerable wheel means for engagement with the side of the rail for said associated wheel means, the other of said pair of guide wheels being located rearwardly of said associated wheel means for engagement with said side of said associated rail whereby said guide wheels pivot said associated wheel means in conformity to the curvature of said rail.

4. Passenger moving apparatus as set forth in claim 3 wherein said steerable wheel means are located at both the front and the rear of said car.

5. Passenger moving apparatus as set forth in claim 4 wherein a train of said cars are utilized with the front and rear ends of adjoining cars being pivotally coupled together.

6. Passenger moving apparatus as set forth in claim 1 wherein said steering surface means is defined by a channel depending from said track, and said steering mechanism includes a pin that depends into said channel and a roller rotatably carried by said pin for engagement with the sides of said channel.

7. Passenger moving apparatus as set forth in claim 6 wherein said pin is pivotable upwardly relative to said channel.

References Cited UNITED STATES PATENTS 1,793,288 2/1931 Martin 104-247 2,468,158 4/ 1949 Bartholomew 104247 3,077,165 2/ 1963 Vittorelli 104-247 DRAYTON E. HOFFMAN, Primary Examiner. 

